Air spring



F. S. CHURCH.

AIR SPRING.

APPLICATION FILED 0CT.2,1920.

Patented Jan. 10, 1922.

3 SHEETS-SHEET 1.

F. S. CHURCH.

AIR SPRING.

APPLICATION FILED OCT. 2, 1920.

1,403,466. Patented Jan. 10, 1922.

3 SHEETS-SHEET 2- MXINZJZNE 4/1 1 5* FITTORNEY F. S. CHURCH.

AIR SPRING.

APPLICATION FILED OCT. 2. 1920.

Patented Jan. 10, 1922.

3 $HEETSSHEET 3- UNITED STATES PATENT OFFICE.

FRANK S. CHURCH, OF CINCINNATI, OHIO, ASSIGNOR OF ONE-HALF TO THE THOS. J. OORCORAN LAMP (30., 0F CINCINNATI, OHIO, A CORPORATION OF OHIO.

AIR SPRING.

Specification of Letters Patent.

Patented Jan. 10, 1922.

Application filed October 2, 1920. Serial No. 414,376.

To all whom it may concern:

Be it known that I, FRANK S. CHURCH, a citizen of the United States, residing at Cincinnati, in the county of Hamilton and State of Ohio, have invented a new and useful Air Spring, of which the following is a specification.

This invention relates to an improved airspring adapted to be used as a substitute for the usual vehicle spring and also to be used as an auxiliary spring or shock absorber, the spring in both cases also being adapted to act as a snubber to check the violent reaction following an initial or primary spring action. I

No agency which has as yet been discovered, possesses the resiliency of air under any and all conditions, and it is this medium which is utilized in the spring about to be described and in which objects are to produce an air-spring which will be cheap to manufacture and yet possess great strength with a minimum of weight and marked simplicity of construction, while at the same time having a very neat and attractive appearance in place on the vehicle.

These and other objects are attained in the air-spring described in the following;

specification and illustrated in the accompanying drawings in which:

Figure 1 is a transverse sectional view of an air-spring embodying my invention, dotted lines indicating the positions assumed b Y the parts upon the primary or shock absorbing action of the spring as well as the positions assumed upon the secondary or snubbing action of the spring.

Figure 2 is a fragmental perspective vie-v of the air containing element of the spring.

Figure 3 is a view similar to Figure 1, but of a. modified form of air spring embodying my invention.

Figure 4 is a perspective view of a step taken preparatory to the forming of the air-containing element of the spring shown in Figure 3.

Figure 5 is a view similar to Figure 2, but of the modified form of air-cushion used in the construction shown in Figure 3 and which is constructed from the element shown in Figure 4. v

Figure 6 is a fragmental side elevation of a chassis frame and vehicle spring having an air-spring embodying my invention attached thereto.

Figure 7 is a fragmental view showing my improved spring attached to springs of the full elliptic type.

cushion 13. The outer member is formed preferably of sheet metal and has at its 'open lower end the short downturned lip 14 of an enlarged portion 15 which is substantially of semicircular cross sectional interior contour. Above the portion 15 an upwardly extending cylindrical portion 16 is provided, this portion terminating in a closed protecting top 17 to which a frame element 18 is attached by means of a suitable fastening such as the cap screw 19 and lock washer 20.

Within the outer member 11 the inner member 12 is located, this member being preferably constructed of sheet metal and consisting of two substantially identical portions 21 and 22 which are secured together to form substantiall an hour glass shaped member, by a suitab e fastening such as the cap screw 23 and lock washer 24; which may also be utilized to lower axle-attaching clamp 25 thereto as shown. The portions 21 and 22 are so shaped that their-outer curved surfaces 26 and 27 are substantially frusto-conical, these curved surfaces however also being shaped to be substantially semicircularly cross sectional with reversely curved upper and lower lipped edges 28 and 29. Air vents 30 are provided through the web 31 of the member 12 and are preferably screened by felt or other porous washers 32 to prevent the entrance of dust within the construction during its operation.

The air cushion is preferably made of a rubber and fabric. construction much like the usual pneumatic tire and is provided with a valve 33 which extends through a secure the inflated to the desired degree to bring the members to the normal position shown in F1 ure 1.

n the operation of my improved air-.

action which is occasioned by an excessive movement of the running geartoward the body of the vehicle will result in the movement of the inner member 12 to the position shown in the dotted lines 34 in Figure 1, the air cushion being brought to assume the position 35 also shown in dotted lines. A reversal of the movement will result in the member 12 being brought to dotted line position 36 with the air cushion occupying the reverse position 37. It will be observed that in both of the positions above described the air cushion interior volume is decreased as compared with its volume when it is in normal position and that also the area of contact of the cushion walls with the walls of the inner and outer members is increased as the interior volume is decreased. This thenresults in an increased pressure within the air cushion upon movement of the members to one or the other of the shock absorbing or snubbing positions. This increased pressure, which increases the further the members are moved to abnormal position, acts advantageously to check excessive movement in either direction, slight movement occasioning and requiring but slight increase in pressure in order to be checked.

In Figures 3 to'5 inclusive all the parts with the exception of the air cushion and spring-attaching shackles are substantially identical with the corresponding parts of the construction shown inFigures 1 and 2 and therefore bear the same reference numerals. The air cushion which embodies the points of distinction of the construction disclosed in Figures 3 to 5 inclusive will now be described. This air cushion is first formed in a substantially spherical shape having suitable openings 38 and 39 therein for the passage of the cap screw 23 there-. through as will be described, the air valve 40 being located as shown. This form-is then placed in partially collapsed condition, both top and bottom, such as shown in sectional perspective in Figure 5, between the parts 21 and 22 of member 12, the openings 38 and 39 being in registration for the passage of the cap screw 23 vtherethroug'h. Such a construction as shown in Figures 3 to 5 results in an absolute securing of the cushion against displacement. The spring-attaching shackles 45 and 16 are shown in this construction to illustrate another .method of attachment such as I have shown in Fig tires 6 to 9 inclusive.

The attachment ,ofmy improved airspring to a vehicle may be accomplished in some such manner as shown in Figure 1 of the drawings in which the usual steel vehicle spring is entirely eliminated, the air-spring being substituted therefor between the chassis frame 47 and the axle 48, or it may be attached to the usual vehicle spring as an auxiliary thereto as shown in Figures 6 to 9. In Figure 6 the member 11 is shown attached by means of its shackle 45 to the overhanging downturned end 41 of the chassis frame of a vehicle, the member 12 being attached by means of the shackle 46 to the upturned end 12 of the usual semielliptic spring. In 1 Figure 7 the air-spring is shown attached to the portions 43 and 4:41 of the usual full elliptic spring found'in vehicle construction. In Figure 8 the three quarter elliptic spring attachment is disclosed, while in Figure 9 attachment is shown to the transverse type of spring commonly found on a certain type of light car.

Various departures may be made from the exact embodiment of the invention as disclosed herein without deviating from the spirit and scope of my invention as set forth in the appended claims, but in any form of its embodiment the prominent features of the invention lie in the fact that all shocks, whether taking place longitudinally I or transversely of the vehicle are transmitted 95 as such to the air-spring and are yieldingly absorbed as such. Also the absorption of all shocks yieldingly, takes place whether they be of the primary or secondary character inasmucli as the air-spring will act with equal 100 efficiency as a shock absorber or as a snubber. Another feature also lies in the fact that when the air-spring is subjected to a light load there is but a relatively small area of contact presented to the air cushion, while 105 when a heavy load is placed upon it a relatively larger area of contact is presented to the air-cushion. This causes heavier loads to be resisted by higher pressures, the lighter loads being resisted by lower pressures.

Having thus described my invention what I claim is:

1. In combination in an air spring, an air cushion having substantially annular for mation, a shell like outer member having a curved wall lower portion adapted to fit substantially the outer half of the exterior surface of the cushion to support it thereby in a horizontal position, with a substantially cylindrical upper portion, and an inner memberhaving a substantially hour glass shape adapted to conform substantial to the curvature of the cushion walls' surrounding the opening thereof and to be moved within the cylindrical upper portion of the outer member.

2. In combination in an air spring, an annular air cushion, and means adapted to transmit vibrational shocks from directions longitudinally and vertically of the vehicle and air spring over parts of'the cushion surfaces, said means having surfaces partially and substantially conforming to the cushion surfaces with portions thereof reversely curved with relation thereto, adapted to bring increased amounts of cushion surface into action when subjected to increased loads.

3. In an air spring the combination of an annular air cushion, a member located within the cushion of substantial hour glass shape, having the neck thereof conforming substantially to the inner substantially vertical portion of the curved annular wall of the cu'shion, the portions of the member above and below the neck being reversely curved away from the upper and lower substantially horizontal portions of the curved annular walls of the cushion, and a second member surrounding'the cushion conforming substantially to the outer substantially vertical portions of the curved annular wall of the cushion, the portions of the second mentioned member above and below the substantially vertical wall-conforming portions being reversely curved away from the upper and lower substantially horizontal portions of the curved annular walls of the cushion in a direction opposite to that taken by the reversely curved portions of the first mentioned member.

4. In an air spring the combination of an,

substantially to the inner substantially vertical portions of the curved annular wall of the cushion, the portions of the member.

above and below the neck being reversely curved away from the upper and lower substantially horizontal portions of the curved annular walls of the cushion, a second member surrounding the cushion conforming substantially to the'outer substantially ver tical portions of the curved annular wall of the cushion, the portions of the second mentioned member above and below the substantially vertical wall-conforming portion being reversely curved away from the upper and lower substantially horizontal portions of the curvedannular walls of the cushion in a direction opposite to that taken by the reversely curved portions of 'the first mentioned member, and means for connecting the members to the vehicle chassis and running gear whereby the cushion will be supported in a horizontal position with substantially vertical movement of the members relatively to one another to roll the cushion without substantial support of the upper and lower horizontal portions over the cushion-conforming and reversely curved cushion-contacting surfaces of the members.

FRANK S. CHURCH. 

